Buffer for railroad cars



Feb, 17, 1925. I v

' E. KREISSIG BUFFER FOR RAILROAD CARS Filed Sept. 19, 1923 2 Stuaecs-Sheet 1 I flwelzibr End meissig E. KREISSIG BUFFER FOR RAILROAD was Fild'sept. 10, 1925 2 Sheets- Sheet 2 Inventor Ed /I fj Patented Feb. 17, 1925 UNITED *STATFJES mENT orsics.

ERNST KREISSICLJ 0F UERDINGEN, GERMANY.

.QBUFEER. FOR RAILROAD CARS.

Application filed September 10, 1923. Serial 'NQQGGLBGI.

fers forltailroad Cars, of which the following is a specification.

My invention relates to in'iprovementsin buffers for railroad cars,-= and more particularly in buifers' comprising friction members for taking-upithe-shocks and in which balancingmeans areprovided between a pair of buffers providedat the end of a car. The object of the improvements is to provide a buffer in which only the pressure of the spring for returning the friction members into initial position is transmitted to the balancing mechanism, while the pressure caused by friction is transmitted to the body of the truck.

For the purpose of explaining the invention an example embodying the same has been shown in the accompanying drawings. in which the same reference characters have been used in all the views to indicate corresponding parts. In said drawings,

Fig. 1, is an elevation showing one end of a railroad car provided with my improved buffer,

Fig. 2, is a plan view of Fig. 1 partly in section,

Fig. 3, is a sectional view on an enlarged scale showing the buffer, and

Fig. 4, is a cross-section taken on the line i t of Fig.

As is known to those skilled in the art in long railroad cars compensating means are provided between the buffers provided at each end of the car, and in constructions such as are now in use the whole reaction of the buffer is transmitted to the compensating mechanism, resulting in the compensating lever being damaged. Therefore in my improved buffer the pressure caused by the friction members is transmitted to the truck. In the construction shown in the drawings the buffers are connected by a balancing lever (1-, having its fulcrum b on a transverse beam of the truck, as is known in the art. The buffer consists of a cylindrical housing f secured to the end beam of the car and having a cylindrical member 0 telescopingly mounted thereon. Within the housing 7' there are three friction members g, 7!, and i in. frictional engagement Germany. have invented certain new and useful Improvements iirBut- "ner faces of the members gand '5.

disk 0 the ram p of the buffer is supported,

"with the inner wall ofthe housing f and formed internally with beveled faces eugaged by the beveled outer faces or members (Z. The frictionmembers are disposed between apair of disks 0 and 6' formed with conical outer faces engaging the bevel'edin- Onthe and the disk 6 bears on a tubular rodm hearing with itsrear end on a spring Z confined between disks 9* and s and supportedon one end of the lever a.

The operation of the buffer is as follows: If pressure is exerted on the ram 79 the disk. 0 is forced inwardly and the friction members g. h, and i are forced outwardly and into frictional engagement with the inner wall of the housing f by the beveled faces of the disks 0 and e and the members (Z and the reaction of the spring Z. Therefore the shock is deadened by friction and most of the reaction is transmitted through the housing f to the end beam 70. Simultaneouslv the disk 6 is forced inwardly and the pressure acting on the said disk is transmitted to the spring Z and the compensating lever (1. EV the compression of the spring Z the power is produced for returning the parts of the buffer into initial positions. By the expansion of the spring Z the disk 6 is forced outwardly and a spring 6 confined between the disks 0 and c forces the disk 0 outwardly. Therefore the friction members are relieved of the axial pressure forcing the same together, so that they are readily shifted into initial position without getting into fric tional engagement with the housing 7.

As the object of the spring Z is merelv to return the friction members into initiakpositions, and the friction of the said members moving into initial position is small, a comparatively weak spring Z may be provided. Therefore also the lever a may be compara tively weak.

lVhile in describing the invention reference has been made to a particular example embodying the same I wish it to be understood that my invention. is not limited to the construction shown in the drawing, and that various changes may be made in the general arrangement of the apparatus and the construction of its parts without dcparting from the invention.

I claim:

1. In a double buffer system for railway rolling stock the combination with an automatic compensating lever mechanism cooperating with both side buffers, of shock absorbing means within each buffer casing adapted to transmit the buffing shock by frictional resistance to the truck frame, and cushioning means cooperating with said compensating mechanism and adapted to transmit to the latter the fractional amount of the bufling shock not balanced by the shock absorbing means.

2. In a double buffer system for railway rolling stock, the combination with an automatic compensating lever mechanism cooperating with both side buffers, of nested annular wedge-shaped shock absorbing units within each buffer casing adapted to transmit the bufiing shock to the truck frame by frictional resistance, and cushioning springs cooperating with said compensating lever and adapted to transmit to the latter the fractional amount of buffing shock unbalanced by said shock absorbing units.

3. In a double buffer system for railway rolling stock, the combination with an automatic compensating lever mechanism coop erating With both side bufl'ers, of nested annular wedge-shaped. shock absorbing units within each buffer casing adapted to transmit the buffing shock to the truck frame by frictional resistance, and cushioning means cooperating with said compensating lever and adapted to transmit to the latter the fractional amount of bufiing shock unbalanced by said shock absorbing units, and a releasing spring within said wedge-ring absorbing units adapted to disengage the frictional members for returning the latter into their normal inoperative position.

In testimony whereof I affix my signature ERNST KREISSIG. 

